Means for controlling electrically-propelled vehicles.



O. JOHNSON.

MEANS FORCONTROLHN'G ELECTRICALLY PROFELLED VEHICLES. APPLICATION FILED JAN-27,1913- 1,207,295. I Patented Dec. 5,1916.

4- SHEETS-SHEET l.

WIZESSGS: G- lit/aim":

Oscar Job/75012 I O. JOHNSON. MEANS FOR CONTRULHNG ELECTRICALLY PHDPELLED VEHICLES.

APPLICATION HLED JAN.2?, 1913.

1,207,295. Patented Dec. 5,1916:

7 4 SHEETS-SHEET '2.

lfzwntbn O3car' Johnson 0. OHNSON. MEANS FOR CONTROLLING ELECTRICALLY PROPELLED VEHICLES.

APPLICATION FILED JAN-Z7, K913.

Patented Dec. 5,1916.

1,207,295. FIGS.

4 SHEETSSHEET 3.

a Oscar (fol/n50)? 1 6 8 w I i 0 J i h l NINJA 11\ w MM 1 Q M h I In! ll 6 5 In. L, fix n f 9 9 a w 0. JOHNSON. MEANS FOR CONTROLLING ELECTRECAL'LV PROPELLED VEHICLES.

APPLICATION FILED JAN-27,1913.

Patented D60. 5, 1916. 4 SHEETS-SHEET 4 UN TED STATES PATENT-OFFICE v I osclm JOHNSON, or .onrcaeo, ILLINOIS.

ulian's iron CGNTROLLING ELEoTRICALLY-PRQrELLED VEHICLES.

T 0 all whom z't-mag concern. v

Beit known that I, OSCAR JOHNSON, a citizen of' the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and use- 111 Improvements in Means for Controlling ,,.Elect rically -'Propelled Vehicles, of which the following is a specification.

This invention hasparticular reference to electrically-propelled street and interurban cars, and one ofits principal objects, generally stated, is to improve the means for making what are termed emergency stops.

Oneof the objects'of the invention is to provide auxiliary -means whereby the conductor or any passenger can stop the car in case of sudden deathqor disability of the motorinan, or in the event that the motorman fails to observe the necessity for stopping the car.

- ,Another object of the invention is to provide means whereby the motor circuit is automatically opened whenever the motor-' man operates the inotorrnans .brake valve to apply the brakes, and. whenever the conductor orv a passenger operates the auxiliary controlling means.

A .further object is to provide means for automatically depositing sand upon the rails whenever the motorinan makes an emergency-application of the air brakes, and Whenever the auxiliary controlling means .is operated.

A further object is to provide means for operating the emergency circuit-breaker to close the circuit.

In the accompanying drawings, Figure 1- is a diagram, in the natureof a plan view, illustrating an apparatus embodying the features of my invention. Fig. 2 is a -view of the emergency circuit-breaker and a pressure-reducing valve which is associated with the brake cylinder. Fig. 2 is a view illustrating the location. of certain tracksanding apparatus. Fig. '3 is a top plan view of the circuit-breaker. with portions omitted; Fig. 4: :is a vertical sectional view taken in the plane of dotted line 4 of Fig. 3. Fig a sectional View of a valve associated with 'the circuit-breaker. Fig. 6 is a transverse vertical sectional view of the circuit-breaker. Fig. 7 is a view, on an enlarged scale. of thecontacts of. the circuitbreakeia Fig. 8 is' a longitudinal central Specification of Letters Patent.

' of one 'of the bulkheads.

pants of the car-t0 open said 1valve,'a rope v PatentedDec. 5 1916. Application filed-Tannery 27, 1913. Serial no. 744,304.

illustrating a valve comprised in the auxiliary controlling means.

Fig. 9 is a sectional view of the adjustable inlet for the air nozzle used in connection with the sand traps. Fig. 10 is a view of the sand box, sand trap and pipe-connections. Fig. 11 is" a fragmental sectional View illustrating the construction and operation of the trap.-

I ig. 12 is a top plan view of the sand trap.

Fig. 13 1s a perspective View of the air.

nozzle. Fig. 1a is a vertical sectional-view of an. automatic valve comprised in the controlling system. Fig. 15 is a horizontal sectional view of said valve. .Fig. 16 a view taken. on the dotted line 16 16" Fig. 14:. Fig. 17 is asectional' viewvta on the plane'lofldotted line 1717 of F1" on Fig. 14.

air brake system, and 2 the reservoirline connected at all times to the reservoir cylinder through the pipe 3. A motormans' brake valve 3 of any ordinary or suitable upon each platform ofthe .car, said valves being connected to the ends of the reservoir line 2. 4: isthe train line, the ends of said train line being connected to receive air from the reservoir line through the motormans brake valves; in the usual manner. The brake cylinder is indicated at 5. lhe

train line 4 is connected to the brake cylinder 5 through the medium of the valve casing 6 connected into the train line, a

construction is located in the usual position v pipe 7 extendingfrom said valve casingfi" to a pipe 8 (Fig. 2) which is connected to a pressure-reducing valve 9,. said pressurereducing valve being connected to thebrake the motorman operates the motorrnans brake valve to admit air to the train line,- airpasses into the valve casing 6, thence valve 9andDipe 10 to the brake cylinder.-

cylinder by meansof the pipe 10. :VVhen I:

throughthe pipes 7 and 8, and through fl er-19p In order that the conductor or any passenger shall .be able to apply the brakes in case thefmotorman 'hasbecome unable to 1 apply the brakes, or, does not observe the necessity for stopping the car, I provide a conductors valve 11 located at a suitablev point, as, for example. upon the inner side i To enable occull nay be attached to the operating lever of the valve, sald rope extending to the other end oi" the car. The inlet side of the valve 11 is connected to the reservoir line 2, by means offla pipe 12. The outlet side of saidvalve 11 is connected to the valve casing 6 by means of pipes 13, 1 1 and 15. In the valve casing 6 is slidably mounted a valve member 16 which may be of any-suitable construction, but which is herein shown as formed of a plurality of metallic and leather disks alternately arranged and secured upon the valve stein 17. -Adjacent to the end of the pipe 15- is a valve seat 6? against Wl'iiChtllG valve 16 seats to close the auxiliary supply portsfi". Adjacent to the pipe, 7 is another seat 6* agamst which the valvevl6 seats to prevent communication between. the train line 4 and the pipe 7. When the valve l6 is in the position indicated inv Fig. '14:, the inlet ports 6;and the outlet port fi r are closed and flow of air from the pipe 15 to the train line 4t is prevented. A spring 18. operating upon the .valveistem l'l' tends to hold the valve 16 open, that is to say, in the: position shown fv v trainline a and the pipe 7. Vi hen thevalve in Fig. 1 When the valve 11. is operated by the conductoror a passenger, air flows through the pipes 13, 14 and lband pressing :against the end of the valve 16 moves said valve". into the position shown in Fig, 14:, thereby closing communication between the member 16 is in this position, a" by-pass 19 is opened to the entrance of air from the, pipe 15,. the ,air, flowing through said bypass into the .pipe "7. It will be seen that the area of the end of the valve 16 exposed to pressure from the pipe 15 is greater than the area of the oppositeend of the valve 16 exposed to pressure, whereby the pressure of. the air tends to hold the valve 16in position shown in Fig. 14a The air lay-passed from the pipe 15 to the pipe 7 passes to the brakecylinderfand causes the brakes to be applied to the wheels.

in order that the motor circuit shall be opened simultaneously with the admission of air tothe brake cylinder, I provide a circuit-breaker, which circuit-breaker may be of any suitable or preferred construction. The form herein shown comprises a cas ng 20 having a cover-20". Attached tothe' casing 20 are two binding posts 21 to-which the Wires comprised in the motor circuit areconnected'. A rod 221s supported for'longltudinal reciprocating movement" by,means of the bearing 23 and the fixed tubular guide ,24. Fixed in the casing 20 ar'eht'wo guide rods 25 extending parallel with the rod 22.

Slidably mounted upon the guide rods 25 is a bridge 26 carrying contact-s27, the opposite sides ofwhichare adapted for contact with contact sleeves 21 on the binding posts 21} Springs 2 8 tcnd'to maintain the circuit" closed.

Attached to the cas1ng20 1s a cylinder29 within whichis a piston 30 fixed upon the rod 22. .One end of the cylinder 29,.is con nected to the pipe 7 by means of'a pipe 31. On the rod 22is an annular collar or shoulder 32 When air isadmitted to the pipe 7 .the piston 30 is forced in the direction to carry the collar 32 against. the bridge 26 and thus move the contacts Q'Yaway from the contacts 21", thereby opening the motorcircuit. A coil spring interposed between the end of the guide 241 and an annular shoulderbn'the rod-22 serves to inovethe piston 30 into normal position when the air pressure is removed from said piston. j 7

When the circuit-breaker is automatically operated as just described, it is locked in the open position until the motorn an is ready to operate the controller to startthe car. The means herein shownfor thus locking the circuitbreaker comprises a dog 34 pivoted between its ends at 35. To one end of said dog is pivoted astem 36 to which is attached the armature 3'1 for an electromagnet 38. The weight of the stem 36 and the armature 37 tendsto tilt the dog into the dotted line position shown in Fig. 1.

- When the bridge 26 is 'Tmoved loyv the piston 30 until said bridge has passed the dog M said dog tilts into position to' obstruct the return of the bridge) Anysuitable meansinay be employed for releasing the bridge, preferably some means actuated in the rotation of the speed roll of the con-' troller A, located on each platform. Such controller-actuated releasing means may be of any suitable character. Herein I have shown electrical releasing means, said means comprising coacting conta'cts ingthe controller A, 39 being a stationary contact finger, and 39 being a Contact on thespeed roll The finger 39 is connected to the pol-- tion of the power circuit including the trolley,,by means of awire 39*, while the contact 39 is connected to one terminal of the electromagnet by-means of a wire 39. The other terminal of the magnet may be con-. nected to ground, as shown. The contacts 39 and 39 are so arranged in the controller that asthe controller handle leaves the off position a circuit is closed through the electromagnet, whereupon the latter attracts the armature 37 and thereby withdraws the dog from looking relation to' the bridge 26.

The latter-is then moved into closed position by the springs 28. It will be seen that whenever the motormans brake valve is,

operated, or wheneverthe valve 11. is operated by the conductor or a passenger, the a brakes will be applied and the motor circuit opened. In order that sand may also be deposited upon the rails, I provide the means 7 o to be now described.

40 are sand boxes provided with sand traps and discharge pipes to be-heremafter described, air being supplied to saidsand ssists 1:

traps through pipes 41" andff'42fThe last mentioned pipe communicateswith the outlet side of, the valve' casing 43 (Fig. 4) at- 4 1 tached; to ;the casing 20., The inlet side of said; valve. casing communicates with a pipe 44 Which is connected to thepipe 31. Com-- munication between the inlet and outlet sidi s" oft-the valve casing is controlled by a valve member-45 which is normally held seated by a s'pring46and by air pressure, said valve;

member being attached to a valve fstem 47. Said stem extendsthrough'the guide 24 into position to be engaged bythe rod 22. By

reference to Fig. .4, itwill be seen that if the rod 22 is moved sufficiently far by the piston 30 said rod will engage the stem 47 and unseat the valve member 45, thereby opening communication between the'pipe 7 and the sand traps of the boxes 40. If, as

herein assumed, itis desirable to supply sand from the boxes only when an emergencystop. is to be made, the parts are so arranged that the movementof the piston 30 due .to aservice application of, say, five pounds ofair pressure, will not'cause the valve to be unseated, said valve being unsea'ted, however, when-an emergency application of greater air pressure is had. 4

48 is a relatively .stifl' spring arranged to be engaged by an adjustable flanged. member 49' having a screw-thread connection with the bridge '26; When an emergency application of air is made, the piston 30 is the member 49 to engage" the spring 48 Thebrid'ge contacts 27 likewise are removmoved far enough to' force the member 49 against the spring 48 and to bring the rod 22 into vengagement withthe valve stem .47,

said spring being slightly compressed before the stem 47 is moved. Adjustment of the pressure at which the valve member 45 will be unseated is obtained by adjusting earlier -.or later in the movementflof the rod' 22. It will be seen that the sooner the member 49 strikes the spring 48 the more said spring must be compressed before the valve 45 will be unseated The spring 48 is supported by the upper edges oftwo-plates 5 0 fixed in the casing 20. Ifdesired, a signal or alarm, such as a. pneumatically-operated gong 40*, may be connected'tothe pipe 42 so as to be actuated whenever an emergency stop is'being made.

- 'As hereinbefore stated, the bindingpost.

contacts are in the form of cylindrical or tubular sleeves 21, said sleeves being remov able from the posts 21. They are held in p0,- sition by means of pins 51 engaging within recesses 52,"in the lower edges of the sleeves. In case the sleeves become carbonized or otherwise-damaged, they'may be lifted pif, turned half-way around, and replaced, a new contact surface being thus provided.

able and reversible Each of said contacts has a slot 53 by means of which itis supported on a; lug 54 on the end of the bridge;

In' order that the contact 2'1 may be free to move slightly .so as to 'fit closely, against the cont 21arld thusestabl-ish BIGC.

trioal communication, the side'e'of the lug 54 adjacent to-the-binding post-is made some what 'rounding, and a slight 1 amount of the side of The V brake valve to full release, whereupon theair in the'brake cylinder, the cylinder 29 and the train-line is exhausted in'the usual manner. The springs 33 and 46 then restore-the piston 30 and the valve member. 45 to normal position. As soon as the controller A i is operated, provided thepressure has been exhausted from the train line the contacts 89 closea circuit through the electromagnet 38, thus causing the bridge 26 tobe unlocked, whereupon the springs28 move the bridg toc'lose the motor circuit, i i

As hereinbefore stated, the motor circuit a is automatically opened whenever the motorman operates the motormans brake valve to apply the. brakes, the circuit being broken si: multaneously with the. admission of air to" the brakecylinder, and therefore before the slack in the brake. rigging'is fully taken up,

(-)verloading of-themotor'. due to application of the' brakegshoesto the wheels before the eifiuit is opened is'thereby, rendered impos- =-s1 e.

The motor circuit is held open by the piston 30 so long, as thereis pressure in the train line, ieven'though'the motorman shouldfmeanwhile release thejdetent-3'4 by operating the controller."

The numeral 55 anathema-tiara boxesarranged beneathf-the platforms, the

traps ofktheboxesat each-end-[of thecar being connected bya pipe {rite a valve (not shown) such as the one 'shown in Patent No; 969,877 datedSept. 13,1910! 58Tisapneumaticallyoperated gong else connected to said valve. When said valve is opened," air f is supplied to ring the gong and deposit's'and being placed in the pipe 59.40 preventairfrom flowing from the pipes to the When an emergency application :of air on, the rails. The pipes '56 are connected to, the pipe 15 by apipe- 59,c h eck valves 60 brakes is made, the wheels are likely to 'become locked andto slide on the rails,to 0bi 'it hasbeen customary, to provide sand boxes viate l which it is necessary to increase the traction between the wheelsand the rails by depositing sandon the latter. Itleietofore beneath each platform, only those under the! fro'ntplatform being operated in making a stop. \Vhen a heavy application of air was made to the brakes, the wheels of the rear truck were likely to become locked before they reached the sanded portion of the track. \Vhen so locked, the Wheels push beforethem suflicient scale and dirt to sweep the sand oil the rails, thus nullifying the sanding operation so far asv the wheels of the rear truck were concerned. order that sand shall be promptly applied to the rails in front of the rear truck, I place the sand boxes/l0 between the trucks, preferably midway therebetween.

I'Ieretofore the sand boxes and traps have been located beneath the floor of the car, and thus the sand has been exposed to moisture and tofreeziug weather, in consequence of whichthesand in the traps has been liable to cake or ireeze. When calied or frozen, the sand trap may fail to discharge sand, or the air pressure may accumulate until the sand is discharged with such ,force to scatter it over the right of way. I therefore place the sand boxes 40 and the associated traps'within the car (preferably beneath a transverse seat 61 Fig, 10), where the sand ,will be keptdry. v V, I

Any suitableformof trap may be used in conjunction with the sand boxes 4:0 and 55, the construction illustrated in Figs. 11 and 12 being preferred. The body 62of the trap is: detachably securedto the sand; box by means of bolts andnuts 63. The sand outlet 6 L is at one side of the trap body and near the upper part thereof. I

65 is a ba'liieto preventsand from flowing directly from the sand box tothe outlet. At the 1 side ofv thetrap body, opposite to the outlet 64: is an air nozzle 66, In previous forms of nozzle, the orifice has been a small substantially circular ,opening, from which the air emerged in the form of a fine stream. lVhen the sand is calted, such a fine stream is apt to ibore a, holethrough the sand, without causing the discharge 4 ot-anQefi'ective aimountof sand.- Toprovide a stream ofa-ir which shall be capable of effectively dis-e charging moistor caked sand, I form the orifice oftwo intersectingslits 67 or equiva- ,lent constructions ,aii'ording a relatively broad ordiflused air discharge. In'order further to insure; reflective action of the air Y upon the 'sand,I provide a baiiie (i8 inclined downwardly in front ofthe nozzle 66. Contact of the air stream with the baiile68 diffuses or breaksup said stream, said bafile also directing the air downwardly below the sand. baffle also keeps the, sand away from thenozzle 66, thus preventing sand from caking upon or clogging the nozzle. A baflie 69 is provided to prevent the air from eddying or returning toward the baffie. The orifice 67- is made of such size that, in practice, the air simply lifts the sand over the barrier '70, the sand falling throughthe pipe 7L onto the rail under'the action of gravity and without being blown through said pipe; In order to obtain a prompt and reliable discharge of the sand, the pipe 71 is made straight and is vertically disposed, as shown, thus obviating danger of choking at bends. To facilitate cleaning of the trap, an opening 72 of ample size is' formed in the side of the trap body, which opening is normally closed by a plate 73. In the lower end of the trap body is a cleaning opening 74 closed by a screw. plug 7 5.

Heretofore it has beenthe practice to ad mitihe compressed air directly to the noz- Yle', and the latter has frequently become clogged with sand, scale and particles-of iron rust, "When so clogged it has been necessary to send'the car to the barn, take illmlt the line of: pipe containing the nozzle, clean the nozzle and replace the parts. It is impracticable to use a nozzle the orifice of which may be readily adjusted or enlarged in case of clogging, because experitime has shown-that an adjustable nozzle .is a temptation to the motorman to enlarge the opening for the purpose of obtaininga greater supply of sand; Such enlargement, however, leads to rapid exhaustion of sand and compressed air, the brakes being'thereby rendered ineffective. Thus when occa sion arises "for a quick application of the brakesto'avoid an accident, the brakes fail to respond. Instead of admitting compressed air directly to the nozzle 66, I provide a special air inlet whichcan be readily cleaned and which 1s of such form and appearance as not to attract the attention of the motorman or permit of its convenient manipulation by unauthorized persons. Said inlet means comprise, in the present em- -'-bodiment, a T coupling 76, the upper end or nipple of which 1s connected to the nozzle 7?. Into the lower by means of a connection en'd oi the T coupling 76 is tinned a screw 78, the plane inner end of which is adapted to seat against an annular seat 79. 'T he remaining arm or nipple otthe T coupling 76 is connected to the pipe ell. In practice,

the screw 8 is turned until its inner end is in. contact with the seat 1 9; the screw is then unscrewed a suitable distance, say, a half turn, to, create a restritted opening establishing comnuimcation between the pipes l1 and. 7. 'It will be sceuthat scale and other for'eigngmatter will find lodginent in the lower portion of theT coupling without ordinarily obstructing the air inlet space formed between'the screw 78 and the'seat I 79, If, however, it becomes necessary to clean out the air inlet, the screw 7 8. may be removed, and'all foreign matter blown out through the lower end of the T coupling, it being unnecessary to-discminect any of the pipes. It will be seen that the air inlet device just described does not have the appear-- ance of a valve or an adjustable device, and, moreover, can not be adjusted withoutvthe use of a Wrench. Thus it is not'likely to be tampered with. by .the motorman.

The,pressure-reducing valve 9 is substantially similar to the one disclosed in Patent No. 1,041,091, dated October 15, 1912. In the form herein shown, a cup leather 80 is provided upon the valve stem 81 to prevent leakage from thechamber 82 to the-cylinder- 83. Tocounterbalance the pressure up on the cup leather SQWhen the valve member .84 is closing, I provide a piston or cup leather which is exposed to the pressure in the ccamber 86. The area of the piston 85 is's'ufiici'ently larger than the area of'the cup leather 80 to insure tight closing of the valve member 84. I

I claim as my invention: I

1.; The combination of abrake cylinder, a train line arranged to communicate with said brake cylinder, source of high-pressuresupply, two l'l'lGiIPI'lTlil-IDS brake valves communicating with the opposite ends of the train line, for connecting said source to said train line, auxiliary manually actuated means for connecting said source to said brakecylinder, and means for interrupting communication between the train line and the brake cylinder when sald auxiliary means is operated.

2. The combination-of a brakecylinder, a train line arranged to communicate with: said brake cylinder, a source of high-pressure supply, two motormans brake valves communicating with the opposite ends of the train line, fer connecting said source to said train line,- another manually actuated valve controlling communication between said source and the brake cylinder, and a valve operable by pressure fluid flowing 1 through the said manually actuated valve .for interrupting ."eommunication between the train line and the brake cylinder;

3. The combination .of'a valve casing, a brake cylinder, a pipe connecting said valve casing to said brake cylinder, ,a train line connected to said valve casing, two motormans brake valves communicating with the opposite ends of the train line, a pressure pipe also connected to said valve casing, a

. valve member in said casing arranged to be moved by the pressure in said pressure pipe into position to close communication between the train line and the brake-cylinder pipe, said valve casing having therein a bypass arranged to establish communication between the pressure pipe and the brakepipe, and-means independent otithe vmotor- ;r

cylinder pipe, said-valve member being arranged to close said by-pass when not in position to interrupt communication between the train line and'the brake-cylinder v mans brake valve for controlling the-supply of pressure fluid to said-pressure pipe. a. In an; electrically-propelled vehicle, the combination of an air brake, amotor-circuit breaker, track-sanding means, means for simultaneouslyoperating said airbrake, circuit-breaker and track-sandingmeans, and

means for simultaneously operating said air brake and said circuit breaker only. I

5. In an electrically-propelled vehicle, the

combination of an' air brake, a motor-circuit breaker, an alarm, means for simultaneously operating the same, and means for simultaneously operating said air brake and said circuit breaker only.

6. In an electrically -prop elled vehicle, the

combination of an air brake, a circuit breaker, a track sanding device, and an alarm; means for simultaneously operating said brake, circuit breaker, sanding device.

and alarm; and means for simultaneously.

operating said brake and circuit breaker only.

tank; an air brake device,la circuit break-- ing device, and a sanding device, each of said devlces being pneumatically.operable,

and being operatively' connected with said-1 tank bymea'ns of conduita' said jcondu'i tss being normally closed; opening meansm 7. The combination of a high pressure each of said conduits,the opening means in the conduits to said brake and breaking: de

vices being operableat a lowerpressure than the opening means in said otherconduit.

8. In an air-brake system, a valve casing.

having a'n-inlet port, an auxiliary supply port, an outlet port, a by-pass around the 4 outlet port, and a valve member in said casing operable to simultaneously close said inlet port and said outlet port and'to open said by-pass.

9. The combination of a car, a train line and a reservoir line'on and extending lengthwise of the car, a motormans brake valve lengthwise of the car, a motormans brake valveat each end of the car and each connected to both of said lines, a brake cylinder, a pipe connecting the brake cylinder to, the train line, a reservoir connected to the reservoir line, a conduit connectingthe'res- 11. The combination of a car body, a trainline and a reservoir line on and exteiuling; lengthwise of the car body, a n'iotornians brake valve at each end of the car body and each connected to both of said lines, a bra lie cylinder, a pipe connecting the brake cylinder to the train line, a reservoir connected to the reservoir line, a conduit connecting the reservoir line to said pipe, and a conductors brake valve within the car body for opening and closing said conduit.

12. In an electrically-propelled vehicle, the combination of a train line. a brake cylinder, a pneumatically-actuated motor-(in cuit-breaker, an air conduit connecting said 'circuitbreal'(er and brake cylinder, a reduc ing valve in said conduit, a pipe connecting the train line to said conduit at a point lJQ" tween the circuit-breaker and the reducing valve and an air-c0ntrolling valveconnected to the train line.

13. In an air brake system, an airline and anair pipe, a valve casing connecting said line and pipe, a valve seat surrounding the port leading to said pipe, and a valve memher in said casing adapted to be seated on said seat to close the port,said valve member when in such positioninterrupting the flovv through said line.

14:. In an air brake system, an air line and an air pipe, a valve casing having a port leading to said pipe and tivo ports communicating with said air line, "a valve seat surrounding the port leading to said pipe, and a valve member reciproca'ble in said valve casing, said member registering with and closing the two ports when in contact with said seat.

15. In an air brake system, an air line, a brake cylinder, a valve casing havingr a port connected to said line, a pipe connected to said cylinder, said casing having a port communicating Withisaid pipe, at source of pressure fluid supply, a conduit connecting said source to said casing, and a valve membeimovable in said casing to close said port's.

16. In an air brake system, an air line, a

brake cylinder, a valve casing; having a port sure fluid supply, a conduit connecting said source to said casing. the latter having a bypass conn'nunicating lie-tween the conduit and the pipe and a valve inen'iber movable in said casing to interrupt communication between the conduit and the. bypass and also movable to establish the last mentioned co1n1nuuication and close said ports.

IS. in an air brake sys em, an air line, a brake cylinder. a valve using having x, port connected to said line. a pipe connected to said c vlii'ider, said casing having a port communicating with said pipe, a source of pressure fluid supply, a conduit connecting said source to said casing, the latter having a bv-pass connminicating between the conduit and the pipe, and a. valve member movable in said casing to interrupt communication between the conduit and the by pass and also mo able by fluid pressure in said. conduit to establish the last men tioned coniniuuication and close said ports, and a spring tending to move the valve member in the direction to open said ports.

19. In an air brake system, a valve casing having t vo inlet ports, an a uXiliar supply port, an outlet port. and a bypass around the outlet port, and a valve member rel pro-- cable in said casing to blank said inlet ports and close theoutlet port and auxiliary supply port, the lay-pass being in communiontion with the auxiliary supply port when the outlet port is closed.

In testimony whereof I ainx my signature in the presence of two witnesses.

OSCAR JOHNSON. VVitnes-ses EARL G. CAnLsoN, GEORGE L; CI-IINDAHL. 

